Aircraft seat with shared control architecture

ABSTRACT

The invention essentially concerns an aircraft seat ( 1 ), comprising control units ( 17.2, 22.2, 27 ), at least one node ( 11 - 15 ) to execute a particular action or function, and a display ( 22.1 ) for viewing video data. Said node ( 11 - 15 ) and said display ( 22.1 ) are capable of being actuated by the control units ( 17.2, 22.2, 27 ). A keyboard ( 17.1 ) for transmitting a command signal addressed to the control units ( 17.2, 22.2, 27 ) is connected to said control units ( 17.2, 22.2, 27 ). The control units are shared between the display ( 22.1 ), the key board ( 17.1 ) and the node ( 11 - 15 ).

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.12/083,524 filed Aug. 31, 2009, now allowed, which is the U.S. nationalphase of International Application No. PCT/FR2006/051032 filed on Oct.13, 2006, which application claims priority to French Patent ApplicationNo. 0553118 filed on Oct. 13, 2005, the contents of all of which areincorporated herein by reference.

The present invention concerns an aircraft seat with shared controlarchitecture. The invention is aimed especially at limiting the numberof electrical connections between the pieces of equipment of this seat.The invention finds particularly advantageous application in the fieldof airline seats but can also be applied in the field of automobileseats.

The fact that non-stop flight times are getting longer requires thatpassengers be provided with the maximum comfort by being offered thepossibility of working, relaxing or even resting. This is the mainreason why first-class seats or business-class seats are equipped withelectromechanical actuators, such as motors, making it possible toobtain every position from that of an armchair to that of a bed. This isalso why the passenger today has at his disposal a video screen, atelephone, a reading light and increasing numbers of informationtechnology tools.

A control unit is used to control the screen and the other elements ofthe seat, such as the actuators or the reading light, which are capableof fulfilling a defined function. These seat elements, other than thescreen, controlled by the control unit, are called nodes and generallyform a network. The passenger can activate a node or the screen by meansof a keyboard linked to the control unit.

In a traditional configuration, each position of a seat comprises acontrol unit in the form of a box. From this box emerge, in a starpattern, as many cables as there are nodes that have to be made to workand that have to be controlled. The fact that this control unit issituated beneath the seat gives rise to many cables which, with the box,take all the space available under this seat. These cables burden thestructure of the seat and give rise to malfunctions.

In another configuration, a control unit common to several seats, andelectronic modules offset in each node are connected to one another bymeans of a CAN type multiplexed node. The wiring of the seat is therebyconsiderably lightened. However, a group of several seats can happen tobe deprived of node functions in the event of a malfunctioning in acentral processing unit.

In another configuration, such as the one described in the patentapplication FR-2817810, each seat has a central processing unitconnected to the nodes of the seat by means of a CAN type multiplexedelectrical network. A system of this kind limits the risks ofmalfunctioning of a seat unit when a central processing unit isdefective. However, the number of cables under the seat remains great.

The invention proposes specially to limit the number of electrical linksof the seat while at the same time making this seat autonomous.

To this end, in the invention, a control unit of the nodes is shifted tothe keyboard, this control unit being connected to the nodes by means ofa CAN type multiplexed network. Each of the nodes has control circuitsto communicate with the control unit. Furthermore, a control unit of thescreen is shifted in this screen, this control unit being connected tothe other control units of the screen via a high-bit-rate network, ofthe Ethernet type for example.

Thus, in one embodiment, the control unit of the nodes and the keyboardare placed within one and the same pack, this pack being placed examplein an armrest of the seat. And the control unit of the screen and thescreen are placed inside one and the same pack, this control unit beingsituated behind the screen. Thus, the number of electrical links islimited by eliminating a first link between the control unit for thenodes and the keyboard and a second link

Furthermore, there is redundancy between certain programs and certainpieces of data of the different control units in order to ensure minimumcomfort for the passenger in the event of malfunctioning of one of theunits. Indeed, the control unit for the nodes is capable of controllingthe screen in the event of dysfunction of the screen control unit. Andthe screen control unit is capable of controlling certain nodes in theevent of dysfunction of the node controlling unit.

Furthermore, the control unit of the screen comprises a memory for thestorage therein of films and pieces of music offered to the passenger.In a particular embodiment, this control unit is connected to thehigh-bit-rate network through a radio link device in order to receivevideo data sent out by a single portable radio player/recorder deviceitself also connected to the high-bit-rate network.

In a particular embodiment, the power source that feeds the nodes and aswitch that connects the control unit to the other control unit of theaircraft are placed inside a same pack, this pack being placed in aframe of the seat.

In another embodiment, the seat has a camera to detect the presence of apassenger in its seat.

The invention also relates to an aircraft seat comprising:

-   -   at least one node to perform a particular action or fulfill a        particular function,    -   a first control unit comprising means to actuate the node, and    -   a keyboard to send out an instruction signal to the first        control unit, characterized in that:    -   this first control unit, the node and the keyboard are connected        to one another by means of a multiplexed communications bus;    -   this first control unit being borne by the keyboard and being        positioned behind this keyboard, this first control unit and        this keyboard being situated inside one and the same first pack,

The invention also relates to an aircraft seat comprising:

-   -   a screen to display video information, and    -   a control unit comprising means to control the screen,        characterized in that:    -   this control unit is borne by the screen and positioned behind        the screen, this second control unit and this screen being        situated within one and the same pack,    -   this control unit comprises video and/or audio data in its        memory.

The invention will be understood more clearly from the followingdescription and from the accompanying figures. These figures are givenpurely by way of an illustration and in no way restrict the scope of theinvention.

FIG. 1 is a schematic view of the seat according to the inventioncomprising nodes, a screen and a keyboard within which control units aresituated;

FIG. 2 is a more detailed schematic view of the links between thecontrol units, the nodes and the screen of a seat according to theinvention;

FIG. 3 is a schematic view of a pack according to the inventioncomprising a power source and a repeater for the high-bit-rate network.

The elements common to several figures keep the same reference from onereference to another.

FIG. 1 shows a seat attached to a floor 2 of an aircraft by means of abase 3 comprising two fastening legs. This base 3 is generally hooked torails (not shown) which extend parallel to each other on the floor 2.

This seat 1 has a seating 4 which is on the whole parallel to the planeof the floor 2. The seating 4 is mobile in translation relative to thefloor 2 in a vertical direction, along the arrow 9. The movement intranslation of the seating 4 enables the passenger to adjust it to hisheight.

A seat back 5 is hooked to one end 4.1 of the seating 4. This seat back5 is mobile in rotation along the arrow 6, about an axis perpendicularto the sheet which passes through the end 4.1. The seat back 5 iscapable of passing from a horizontal position to a vertical position,and vice versa.

Furthermore, an arm-rest 8 is fastened to one side of the seating 4 soas to be situated above the seating 4. As a variant, this arm-rest 8 ishooked to one side of the seat back 5.

A foot-rest 7 is fastened to one end 4.2 of the seating 4 opposite theend 4.1. This foot-rest 7 is mobile in rotation, along the arrow 10,about an axis perpendicular to the sheet which passes through the end4.2. This foot-rest 7 is capable of passing from a vertical position toa horizontal position and vice versa.

To enable the different parts of the seat to move relative to oneanother, the seat 1 has electromechanical actuators 11-14, such as dcmotors. These actuators 11-14 provide respectively for the rotationalshifting of the foot-rest 7, the shifting in translation of the seating4, the rotational shifting of the seat back 5. Furthermore, the seat 1has an actuator 14 that provides for massaging the passenger's back. Theseat also has a reading light 15 fastened for example to the top of theseat back 5.

The actuators 11-14 and the seat back 15 form the nodes of a CAN typenetwork. Indeed, these nodes are connected to one another by means of anCAN type bus 16. As a variant, other nodes, such as other actuators orsensors, can be connected to this network. This number of nodes islimited by a bit rate of the CAN network which is typically 125 kbits/s.

Furthermore, a pack 17 is connected to the bus 16. This pack 17comprises a first control unit and a keyboard, the first control unitbeing integrated into the keyboard. This first control unit 17 may besituated for example behind the keyboard and may be placed directlyagainst it so that a plane of the keyboard and this control unit areparallel to each other. As a variant, when the control unit 17 is placedin the arm-rest 8 of the seat, it is situated perpendicularly to a planeof the keyboard.

This pack 17 controls an actuation of the different nodes 11-15 of thenetwork. The control unit of the pack 17 is active, sending instructionsto be executed or information requests to the different nodes 11-15,while the nodes 11-15 are passive, sending out information signals orperforming actions at the request of the control unit. To this end, thenodes 11-15 each comprise a control unit to communicate with the controlunit of the pack 17.

In one particular embodiment, the pack 17 is placed in the arm-rest 8.As a variant, the pack 17 is a pull-out pack and is attached to a seatback 20 of a front seat 21 situated facing the seat 1. With a pull-outpack of this kind, the passenger can access the different keys of thekeyboard, even when he is in a reclining position. These keys aremechanical and/or touch keys and may take the form of a wheel.

Furthermore, a pack 22 is placed on the back of the seat back 20. Thispack 22 has an LCD type screen for example, and a second control unitwhich manages this screen. This second control unit is placed flatagainst the back of the screen so as to form a single-piece unit withthe screen.

In a particular embodiment, the pack 22 communicates with the pack 17 bymeans of a high-bit-rate link 22 connected to a common Ethernet bus (notshown) of the aircraft. This bus is connected to the Internet, forexample by means of a router.

Generally, a headset-microphone unit 18 is connected to the pack 17 bymeans of an audio type link 19. This unit 18 enables the passenger tolisten to the music or soundtrack of a film stored, as shall be seen, ina memory of the pack 17 or 22.

As a variant, instead of being in the same pack, the node control unitis placed in a receptacle that receives a pack of the keyboard. And thecontrol unit of the screen is placed in another receptacle that receivesa pack of the screen.

FIG. 2 provides a detailed schematic view of the different elements ofthe seat 1 and of the links between them. More specifically, the nodes11-15 are connected to the CAN bus, each by means of a CAN interface27-31, enabling the nodes 11-15 to communicate with each other and withthe pack 17 through the bus 16.

This pack 17 comprises the keyboard 17.1 and the control unit 17.2 whichcontrols the nodes 11-15. More specifically, this control unit 17.2 hasa microprocessor 33, a program memory 34, a data memory 35, an Ethernetinterface 36 and a CAN interface 37 connected to one another and to thekeyboard 17.1 through an internal bus 32. The CAN interface 37 is usedespecially to receive data sent by the nodes 11-15 and to send data tothese nodes 11-15 through the bus 16. To this end, this interface 37provides especially for a serialization and de-serialization of data onthe bus 16.

Furthermore, as in the case of the node 11, each node 11-15 has acontrol unit 27. This control unit 27 comprises a microprocessor 38,program memory 39, a data memory 40, a CAN interface 41 and anactivatable element 42 such as a direct current motor. These circuits38-42 connected to one another through an internal bus 43. The CANinterface 41 is used to receive data sent out by the control unit 17.2and send out data to this control unit 17.2 through the bus 16. To thisend, this interface 41 provides especially for the serialization and thede-serialization of data on the bus 16.

In one particular embodiment, the control unit 17.2 executes a program43 and awaits reception of an electrical signal from the keyboard 17.1.Upon reception of the signal, the control unit 17.2 executes a program44 and sends instructions to a particular node 11-15 or to a set ofnodes.

This node or these nodes 11-15, which receive the instruction in theform of a program for example, then execute a program 45 in which theinstruction is interpreted. The control unit 27 of the node can thenstore the pieces of interpreted information in the memory 40 to executethem immediately or with a delay. The execution of these instructionscauses, for example, an actuation of the element 42 which correspondsfor example to a shifting of this element. The control unit 27 cancontrol a shifting of the element 42 while at the same time achieving afeedback control over its position, this open-loop or closed-loopfeedback control being defined through a program 51.

Furthermore, during a shifting of the seat 1, the control unit 17.2 canmake state requests 47 to a node 11-15 to obtain knowledge especially ofa position of its actuator 42. In executing the program 48, the nodereceives and interprets the state requests signals. The node then sendsthe requested pieces of information in executing the program 49. Thecontrol unit 17.2 then executes a program 50 to receive and processthese pieces of state information. These pieces of state informationgenerally sent by several nodes are processed by the control unit 17.2by means of a mathematical model 46 in order to prevent the differentactuators 11-14 of the seat from making the seat 1 take prohibitedpositions liable to inconvenience another passenger or positions inwhich the mechanical elements of the seat could be damaged.

When the system is powered on, the control unit 17.2 updates itsregister of nodes 52 in which it lists the number of nodes 11-15connected to the CAN bus 16. The control unit 17.2 thus detects anyaddition of new nodes or removal of nodes. To this end, each node 11-15has, in its memory, its characteristics 53 such as an identificationnumber, which will be sent to the control unit 17.2 so that it canidentify the type of node connected to the CAN network.

Furthermore, each node 11-15 has its operating characteristics in itsmemory 40, for example its furthest shifts, which it can transmit to thecontrol unit 17.2. This control unit 17.2 is furthermore capable ofkeeping the operating information on the nodes in its memory 54 and can,if necessary, combine this information with the mathematical model 46.

Each node furthermore executes a program 55 to perform a test on whetherthe instructions sent by the control unit 17.2 have been correctlyexecuted. In the event of dysfunction of a node, an error signal is sentto the control unit 17.2. This control unit 17.2 manages the errorsignals sent by the nodes in executing a program 56 and, as the case maybe, sending an information signal to the passenger or hostess.

Each node may comprise a program 57 enabling the calibration of theelement 42 at the time of its first connection to the CAN network. Thiscalibration may enable the calibration, for example, of the travel of athruster element of an actuator, or the luminosity of the reading light.

Furthermore, the pack 22, called a media pack, has a screen 22.1 and acontrol unit 22.2 which controls this screen 22.1. The control unit 22.2has a microprocessor 60, a program memory 61, a data memory 62 and anEthernet interface 63. These elements 60-63 are connected to one anotherand to the screen 22.1 by means of a bus 64.

The control circuit 22.2 executes a program 65 to carry out a managementof the screen 22.1, especially its display. The actuation of the screen22.1 is achieved by means of the keyboard 17.1 or by means of a tactilekeyboard 67 of this screen 22.1.

The control unit 22.2 is connected to the control unit 17.2 by means ofa switch or a network repeater 65.1. This element 65.1 is connected to acommon Ethernet bus 65 of the aircraft to which all the control units ofthe seats are connected. More specifically, the Ethernet interface 36 ofthe control unit 17.2 and the Ethernet interface 63 of the control unit22.2 are connected to the switch 65.1 respectively by means of ahigh-bit-rate link 23.1 and a high-bit-rate link 23.2. Thesehigh-bit-rate links may be RJ45 type wire links, optical links or radiolinks.

Through the common Ethernet bus 65, the passenger has access to theInternet and to musical or video data. However, in a preferredembodiment, the control unit 22.2 already has audio and video data 66 inits data memory 62. Thus, even when the control unit 22.2 is notconnected to the bus 65, a passenger can view films on his screen. Inone example, a space of 100 GB, 200 GB or more is available in thememory 62 for the storage of more than hundred films, compressed in theMPEG4 format for example and musical data compressed in the MP3 formatfor example. The transfer of the information from a common reader (notshown) connected to the bus 65 up to the memories of some or all thescreens of the aircraft is done through the Ethernet network.

As a variant, this information transfer is achieved by radio, when thewire links of the Ethernet network are replaced by radio links of a WiFitype for example. In this case, the switch 65.1 is capable of sendingand receiving radio signals to communicate with the player connected tothe Ethernet bus 65. In one particular embodiment, the keyboard 17.1also has a screen and items of video and audio information aretransmitted to this screen via the Ethernet bus 65.

Furthermore, there is a redundancy of data and control programs so that,in the event of dysfunction of the control unit 22.2, the control unit17.2 can manage the display of the screen 22.1. To this end, the controlunit 17.2 comprises a program 68 and films 73 to control and transmitvideo information to the screen 22.1 via the Ethernet network. Thememory 73 generally stores a smaller number of films than the memory 66.

Conversely, in the event of dysfunction of the control unit 17.2, thecontrol unit 22.2 comprises at least one program 71 that enables it tolisten to the command that the passenger may make through the keyboard17.1 or the keyboard 22.1. And the unit 22.2 also has a pro-gram 72 toprovide for the transmission of instructions to the nodes 11-15. Thistransmission of instructions to the nodes 11-15 may be done by means ofthe bus 65, the switch 65.1 and the interface 37.

As a variant, the control unit 22.2 comprises a CAN interface (notshown) connected to the bus 64 and to the CAN bus 16 to communicate withthe nodes 11-15 of the network. Furthermore, the control unit 22.2 mayalso have the mathematical model 69 in memory for the control of thenodes and the information 70 on the number and type of nodes connectedto the network 16.

In one particular embodiment, when the unit 22.2 controls the nodes, itis capable of performing only a limited number of actions such as forexample making the seat 1 go from a reclining position to a sittingposition. In the, it is essential that the passenger should return to aseated position during a landing.

As a variant, the unit 22.2 furthermore comprises an audiophonic module(not shown) linked to the bus 64 and to the headset/microphone unit 18.This module comprises a codec unit and can convert electrical soundsignals into IP type packets. The control unit 22.2 can thus enablepassengers to communicate with one another and with the exterior via thebus 65.

The seat 1 furthermore comprises a power source 75 which powers thenodes 11-15 and the control unit 17.2, 22.2 via a power bus 76 whichgenerally delivers a 24V voltage. More specifically, the active elementsof the nodes, such as the element 42, are connected to the network 76 bymeans of a power module 42.1. And the control unit 17.2 and 22.2comprise power modules 77 and 78 connected to the network 76. In oneembodiment, this power module 75 is treated as a node of the CAN networkand is connected to this network by means of a link 81.

Furthermore, to ensure management of the values of power consumed by thedifferent nodes 11-15, the control unit 17.1 executes a program 79 usedto limit a speed or turn off one of the nodes when a value of totalconsumed power of the nodes reaches a determined threshold. Each node11-15 can also comprise an internal power management program 80 enablingthe distribution of the power between the different circuits of the nodeand, as the case may be, the different elements managed by the node. Itis indeed possible for one and the same node to control several motorsand/or several sensors for example.

As a variant, the set of programs and data of the control units may bestored without distinction in one or other of the memories of theabove-mentioned seat control units.

As a variant, the nodes 11-15 do not comprise any control units 27. Theythen take the form of simple electronic actuators which do not compriseany embedded intelligence, i.e. they do not have any microprocessor ormemory.

As a variant, only one control unit 17.2 or 22.2 controls the nodes11-15 and the screen 22.1, the other unit being eliminated.

As a variant, the seat according to the invention comprises the nodes11-15, and the control unit 17.2 for the control of these nodes but notthe screen 22.1 or the control unit 22.2 of this screen. In anothervariant, the seat according to the invention comprises the screen 22.1and its control units 22.2 but not the nodes 11-15 or the control unit17.2 of these nodes 11-15.

Naturally, the different programs described may be replaced by dedicatedelectronic circuits.

FIG. 3 gives a detailed view of the links that may exist between thecontrol unit 17.2 and 22.2, the switch 65.1 and the power module 75. TheEthernet links are represented by heavy lines, the power links arerepresented by fine lines and the CAN type links are represented bydashes.

FIG. 3 shows that the repeater 65.1 and the power source 75 are placedwithin one and the same pack 84. This pack 84 is located within a frameof the seat 1, for example in a foot of the base 3.

A connection 85 of the common Ethernet bus at 100 Mbits/s links anotherrepeater (not shown) of another seat to the repeater 65.1. And aconnection 86 connects the repeater 65.1 again to another repeater (notshown) of another seat. Furthermore, as we have seen, the twoconnections 23.1 and 23.2 connect the switch 65.1 respectively to theunit 17.2 and the unit 22.2. This architecture is repeated for eachseat.

A power bus 87 is connected to the power source 75. An ac voltage of 115V and frequency 400 Hz can be observed on this bus 87. The source 75converts this ac voltage into a rectified and smoothened voltage of 24V,by means of a diode bridge and capacitors in particular. This 24Vvoltage is applied to the modules of the units 17.2 and 22.2respectively via the links 88 and 89. And a 24V electrical signal isconveyed to the nodes 11-15 by means of the bus 76. As a variant, as wehave seen, only the bus 76 powers the packs 17.2, 22.2 and the nodes11-15.

The CAN bus 16 is connected to the control unit 17.2 and to the nodes11-15 as already seen.

In one particular embodiment, the bus 16 and the power bus 76 are placedphysically within a same carrier to reach the different nodes 11-15 ofthe CAN network. Furthermore, the power bus 86 and the Ethernet bus 65are placed together within rails of the aircraft to which the seats arefastened. These buses 65 and 67 may thus power and connect the seats toone another and to the Ethernet network. Furthermore, the power bus isconnected to a common generator (not shown) and the Ethernet bus isconnected to a router to be connected to the Internet network.

In one particular embodiment, the seat one is provided with a digitalcamera 91 (shown in FIG. 1) which is fastened to an edge of the screenof the pack 22 or to the top of the front neighboring seat 21. A lens ofthis camera 91 is pointed towards the seat back 5 of the seat 1.

In a method of detection of the presence of a passenger according to theinvention, a reference photo of the vacant seat is taken in a referencestep by means of the camera 91. This reference photo is stored in thememory 35 of the control unit 22.2. Then, in the presence-determiningstep, an instantaneous photo is taken of the passenger's seat using thedigital camera 91.

In a comparison step, the reference photo is compared with theinstantaneous photo of the seat. If the instantaneous photo of the placeis identical to the reference photo, then the signal corresponding tothe absence of the passenger in his seat is sent out on the Ethernet bus65 to a computer of the aircraft crew. However, if the instantaneousphoto of the place is different from the reference photo, a signalcorresponding to the presence of the passengers sent out to the computerof the crew's.

In one mode of implementation of the method, to make the comparison, acorrelation is made between the reference photo and the instantaneousphoto of the seat.

It is possible to take the instantaneous photo of the seat at regularintervals. If the comparison of the photos reveals the presence of thepassenger for a borderline period, then a signal is sent out to thispassenger to inform him that has not moved during this borderlineduration. This implementation is used to prevent blood circulatoryproblems for passengers who have moved far too infrequently in theaircraft.

The invention claimed is:
 1. A method of controlling objects associatedwith a seat of a passenger vehicle, comprising: a. receiving, at a firstcontrol pack, first and second control inputs from a passenger seated orlying in the seat; b. transmitting the first control input via a wiredCAN bus to a first actuator configured to move a first component of theseat; and c. transmitting the second control input, via either a wiredEthernet bus or wirelessly, to a second control pack (i) remote from thefirst control pack and (ii) comprising a display screen.
 2. A methodaccording to claim 1 in which the second control pack is present on theback of a seat separate from the one in which the passenger is seated orlying.
 3. A method according to claim 1 further comprising alsotransmitting the first control input to a second actuator configured tomove a second component of the seat.
 4. A method according to claim 1 inwhich the first and second actuators are configured to communicate witheach other via the CAN bus.
 5. A method according to claim 1 furthercomprising executing the first control input so as to move the firstcomponent of the seat.
 6. A method according to claim 1 furthercomprising executing the second control input so as to manage thedisplay screen.